Electric signal for railways.



A. C. CAREY. ELECTRIC SIGNAL FOR RAILWAYS.

APPLICATION FILED Nov, 21, 19

v Patented Oct. 5, 1909.

2 SHEETS-SHEET 1.

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A. C. CAREY. ELECTRIC SIG-NAL FOR RAILWAYS. APPLIGATION 21.1.31) Nov.21. 1907;

Patented oen-5, 1909.

2 SHEETS-SHEET 2..

UNITED sTATEs AUGUSTUS C. CAREY, OF BOSTON, MASSAHUSETTS.

ELECTRIC SIGNAL FOR RAILWAYS.

To'a'll whom it may concern:

Be it known that I, AUGUSTUS C. CAREY, a.c1tizen of the United States,residing at :Bostorn in the county of Suffolk and State oflvlassachusetta` have K invented a certain new and useful Improvement 1nElectric Signals for Railways, of which the following is a full, clear,and exact description.

The object of this invention is to prevent collisions of railway trains,and to attain this object automatically. For this purpose, thisinvention includes a .conductor erected alongside of the track, withwhich conductor is a cooperating mechanism carried in the cabs 'of theIlocoxnotivcs and comprising an vaudible or other alarm, means foractuating the air-brake mechanism to set the brakes, a source ofelectric energy, and a regulator' for the current, the lWhole arrangedin such way that when trains enter a givfen stretch of track equippedwith the conductor, the engineers of the several trains will'beautomatically apprised of the presence in that section of the othertrains 1n time lto shut ofi' steam, and the airbrakes on the severaltrains will be automatically set, all as I will proceed now moreparticularly to set forth and finally claim.

In the accompanying drawings, illustrating the invent-ion, in theseveral figures of: which like parts are similarly designated, Figur-e1is a diagrammatic elevation showing the electrical installation and aportion of the roadway conductor. Fig. 2 is a sectional view, on alargenscale, taken onpthe line A B, Fig. '1, showing the contact rollerand its supporting arm. Fig. 3 is a sectional view, on va lar er scale,taken on the line C D, Fig. `1, an 'looking'in the'direc tion ofthearrow, showing the en 'neers air-brake valve and its releasing m'ecanism in elevation. on a larger scale, taken on the line E F,

Fig. 1, showing one of the conductor sup-- Fig. 5 1s a cross-sectlon',on a. largerv ports. v scale, taken on the line G I-I,.F1 g. .1,showing. a lapped joint for the 'conductor sections.

Fig. 6is a diagrammatic view of the con- -ductor and contact rollershowing the direction of the current as it' passes from the' roller, andthe incoming current vfrom an l approaching locomotive, l

4 For purposes of illustration,` I have h erein shown the severalelectrical mechanisms emplloyed as mounted upon a base 1, having a s elf2V at its lower edgeVbutsucH. base- Speeication of Letters Patent.

Fig. 4 isa vertical section,

Patented Oct. 5, 1909.

Appueation med November 21, 1907. serial No, 403,193.

Vices may be otherwise arranged and supported in the `Vcab of thelocomotive or other vehicle to suit the purposes of the installation.

ducting plate 3 is secured by means of screws 4:, 5 and G, and hinged tothe upper edge of said platel 3,'in any suitable manner, is an arm 7 ofconducting materiahcarrying at its outer end a suitable contact, such asa roller 8. A current regulator 9 is also mounted upon the base l, andpreferably this regulator is of the coherer type, in which loosegranular particles of conducting material are confined within anon-conducting tube between conducting plungers and adapted to becompacted, more or less, be-

tween the ends of theplungers to regulate or control the flow ofelectric current. The plungers 10 and 11 of the regulator are inclinedor beveled at their inner ends to more .effectively produce theloosening and com-A pacting of the' particles of granular mate- 1 rial.,Furthermore the re l'a'tor is provided with a switch arm 12 orthrowingt-he regulator in and outfof circuit when desired. The switcharmv `12 maybe pivoted at 13 to the base of the regulator, and isadapted to olperating end 14 of the plunger 11. An e construction, isalso arranged upon the base 1, for ascertaining the amount of currentassing through -the v re ulator. An alarm gell 16 is also arrange uponthe base 1.

net 17, and-supported upon shelf 2 ofthe uponwvhich is pivotallysupported the armature 19 for the electro-magnet 17, having au arm'20projecting outwardly theretrom.- The electro-magnet 17 audits armature19-2O will be arran ed adjacent to the en-y gineers air-brake va ve 21,Figs. A1 and 3, which may be provided with an arm 2 2 `pro- 'ectingtherefrom and adapted to be engaged lbythe arm, 2O of the armature 19 tohold said-valve in a closed-position. A spring 23 is yconnected atonelend to the valve arm 22 by means of a screw 24, and at its other endis, connected .with the base of the electromagnet' 17, and serves to"open the valve when'released by the armature' arm 2 0.

fbeemployed in connection with the apparamay be dispensed with and theseveral de- To the upper edge of the basel, a con? ectric meter 15, ofany suitable or approved Also mounted ,upon base l is an electro-mag.

base is a suitable standard' or support 18 be swung into and out ofcontact withthe Any suitable source of electric-supply mayv tus abo-vedescribed, as for example, a battery 25, having one. of its. terminalsground, ed by means of wire 2G in any suitable manner. The otherterminal of battery is connected by means of WireZT with the pivot- 13of the switclrli), which as hereinbefore stated, is adapted to contactwith the oper-p ating end 14 of the movable plunger 11 of' vtheregulator 9. The opposite plunger' 10 of the regulator is Aconnectedbymeans of Wire 2S with one of the terminals of the meter 15,l Y anda Wire29'connects the other terminal of theaneter with the Contact plate 3 bymeans of screwl 5, and 'the conducting `arni 7, carry- .n'g roller 8, isconnected with the plate 3, and thus a metallic circuit is provided fromthe battery through the regulator and meter to the contact roller 8. l pA Wire 2. X connects' the contact plates 3,v by meansY of screw et, withone terminal oi' the bell or other suitable alarm 1G, andthe otherterminal of bell 16 is grounded in. any .suitable.mannerv by means otWire 30, and thus a complete circuit is provided through battery",regulator'1 meter, contact plate 3,' and bell 1G."

A fvire 31 connects the. contact plate 3, by means of screw 6, with oneterminal of the electro-magnet 17, and the other .terminal of'the magnetis grounded in,` any suitable manner by Wire 32, and thus a completecircuitfis Aprovided through battery, regulator, meter, contact plate 3,and electro-magnet 17. l The coils ofthe bell 16 and electro-magnet 17are Wound so th; the coils of the bell 1G will 'bexof less re, tancethan the coils of the electro-ma net 1'. Ain order that upon supplying apredetermined amount current initie circuits of the bell andelectromagnet, the bell will be the first to be operated, and upon aslight increase of'current the electro-magnet rvilloperate.

Each locomotive is pto be'supplied with the apparatus above described.

conductor 33, 'preferably of soft iron,- is arranged along the entirelength of the road, and is supported in clamping brackets 34, suitablyinsulatedY from4 the conductor, at 35, Fig. 4. These clamping brackets34: are mounted upon screw posts 36, and are adjustable thereon by means'of binding nuts 257 and 3S. The screw posts`36 are secured Y, in theupper ends of wooden or other suitable posts 39 arranged lat suitabledistances apart along theroad, The posts 39 may be bored transversely,as at 4:6, Fig. .1,1 and serve assupports Jfor telegraph and telephonewires.

'The conductor 33 is constructed of, sections of fiat rodsonbars, ofsuitable length, and the meeting ends are preferably lapped and boltedtogether, as by bolts 4.0 (Fig. 5) With an interposed spring Washer 1:1,to insure a perfect contactbetween the lapped app roaching holes for thebolts of the joints may :e yelongated to provide for the expansion andcontraction of the bar due to changes Olt temperature.. f

The upper or contact. surface ot* the conductor andthe adjacet lappedsurfaces of the joints are preferably polished and tinned or -nicliledto prevent.corrosion, to thereby 'insure' perfect contact surfaces, andthe remaining surfaces of the ,conductor may be covered with anysuitable non-conducting, 1x .11i-cori'odible, protecting material.

IAThe conductor 33 is arranged along the track in a position to beengaged by the Contact roller S of thesignaling and'brake apparatuscarried by the locomotives, and thus maintains a normally y,closedbranch vcircuit' through the apparatus of the several loconilotives uponthe track. Said conductor is supported upon the posts in an insulatedmanner and Withoutv ground connection at any point. Any suitable provisions it r carrying the conductor over or under crossings andatstations may be provided.

The operation of the apparatusis as follows :uns above stated, eachlocomotive or train is supplied With a set'of lignaling and brakeapparatusand the current in the normally closed circuits ori-eachlocomotive is so regulated by`means of the regulator), and theyarmatures of the bell magnets and the brake releasing magnets so setwith relation to the strength or the current on the respectivelocomotives, that when two locomotives are at a predetermined distanceapart, say' about live hundred feet, the strength of the currentv in thecircuits on the respective locomotives will be insutiicient to lenergizethe magnets suliciently to attract the armatures of the signa-lingapparatus and brake mechanisms, and hence the signaling apparatus andbrake mehanisms are maintained in closed circuits and remain in-.active, due to the resistance offered by the branch circuit through thetrack conductor and ground connections between adjacent ,locomotiv Assoon as two locomotives approach one another* and come closer together'than the before mentioned predetermined. distance apart, the branchcircuit between the adjacent or approaching locomotives reduced and theresistance offered thereby decreased and the currents of the batteriesor other sources of supply of the locomotives are gradually broughttogether and combine in the signal ing apparatus'and brake mechanismcircuits of the respective` locomotives, and as the locomotives stillfurther approach the strength of the current increases, dueto thereduction of the resistance offered by the branch circuit'between theapproaching locomotives, and ywhen the locomotives reach,

surfaces of the ends of the conductor. rlybe i say, about three hundredeet apart, the

bined batteries will be `saiiicient to energize the magnets of thebellsl or other signaling apparatus on the approaching locomotives andthus notify the engineers of the approach ot' their trains, and to shutoit' steam. Upon further approach of the trains and consequent increaseof current in the signaling apparatus and brake mechanism circuits, themagnetsfo'f the brake mechanism will be energized sufficiently toattract their armaturesto release the brake valves on the approachinglocomotives and set the brakes and to eliectually stop the trains andthereby prevent collision. Should the engineers noglect to shut. oitsteam, upon the' sounding ct' the signals, thebr'ake mechanisms willoperate to ettect the braking or stopping of" the Atrains suiiicientlyjrto prevent accident. W/'hen the trains are stopped, the switch arm i2 ofthe regulator may be raised, as shown by dotted 4lines Fig. l, and thecircuits broken, until the trains are separated a sufi licient'dis'tanceto again lower the switch to set the apparatus for further protectionlagainst danger of collision.

I do not wish to be understood as limiting my invention to the exactdetails of construction and 'a 'rangement of parts herein shown anddescribed, as the same may be changed .in various particulars and stillbe- Within the scope of the invention.

I do not undertake to state definitely any theory involved in theoperation of the apparatus, but have. herein. given the results ofrepeated experimental and service tests, in which lhav'e employed drycell batteries purchased .in open market and without certain knowledgeci' their relative strength, and where the electrical equipment on cachlocomotive has been the same. .lt may be that these batteries on thedifferent loco- Y motives have or have developed. in operation certainstrength, but the tests have uniformly resulted in the setting of thebrakes when the predetermined danger zone has been approached.

By the use of the term locomotive herein and`- ii the claims, I do notwish to be understood as limiting the application of the invention tothat one structure.

Instead of using one contact roller S for each locomotive, I may usetwosuch rollers, and arrange them upon opposite sides of the locomotivecab for the purpose of running a train in opposite directions upon thesame track equipped with asingle conductor, and for this purpose, itwould only require additional wiring tothe several devices of theapparatusl for the 'additional contact roller. 0r, each locomotive mayprovidedfwlth two sets of signaling and braking apparatus with acontactroller for -each'setarranged upon `opposite .sides of the locomotivecab' 4and the road rovided with two conductors, ,one 'upon' eac lside ofthe track; Aor 'both set-s of apparatus-:may be arranged upon the sameside of the locomotive with two contact rollers and two conductors uponthe same side loztf the track. The contact roller is shown as a plaincircular roller, but there may be used a Contact device of other form,and the contact device may be provided with means for cleaning orscraping the conductor to free it of ice,.snow, or dii-t.

What I claim is 1- '1. In an apparatus of the class described,

rangement being such substantially as de-l scribed that theelectro-magnetically oper! ated brake mechanism on each locomotive'isadapt-ed to 'be set to be inactive when the' locomotives are apredetermined distance apart and is rendered active when the'locomotives approach one another 'proX'imately, to set the brakes andthus prevent collision.

2. In an electric signal 'for railways, a normally closed circuit,including signaling apparatus, carried by each locomotive, combined witha conductor arranged along the track, a Contact carried by and connectedin branch 'with the circuits of each locomotivev for engaging theconductor to include said conductor in a branch circuit between adjacentlocomotives', and ground connections t'or the circuits of eachlocomotive to complete said branch circuit, whereby the sionaling`apparatus and their normally cosed adv circuitsv on the respectivelocomotives are adapted to be maintained inactive until'the locomotivesapproach one another.

3.111 an electric signal for railways, a normallyclosed circuit,including signaling apparatus, carriedrby each locomotive, combined witha. conductor arranged along the track, a contact carried. by andconnected in branch with the circuits of each locomotive for engagingthe 'conductor to include said c'onductor in a, branch circuit betweenadjacent locomotives, a-nd ground connections for. the circuits of eachlocomotive to. cornplete said branch circnit,..whereby the si alingapparatus and their normal-ly close crcuits on the respectivelocomotives are adapted to be maintained inactive until the tloco#motives approach one another, and a switch for breaking the normallylclosed circuits4 on the .respective locomotives. Y y

V4. In an electric signal for railways, a'

normally closed circuit, including signalingV apparatus, carriedby eachlocomotive,

hined with a conductor arranged along the track, a contact carried byand connected in branch with the circuits of each locomotive forengaging Vthe conductor to include said conductor in a branch circuitbetween adjacent locomotives, and ground connections for the circuits ofeach locomotive to coniplete said branch circuit, whereby the signalingapparatus and their normally closed circuits on the respectivelocomotives may be' set to be inactive when the locomotives are apredetermined distance apart and caused to be operated byan increase ofcurrent in said circuits upon the approach of twosimilarly equippedlocomotives.

5. ln an velectric signal for railways, a normally closed circuit,including a signaling apparatusrand al brake mechanism, carriedA by eachlocomotive, combined with a conductor arranged along the track, acontact carried by and connected in branch with the circuits of eachlocomotive for engaging the conductor to include said yconductoryin abranch circuit between adjacent locomotives, and ground connections forthe circuits ot' each'locomotive to complete said branch circuit,whereby the signaling apparatus and brake mechanisms and ,their normallyclosed circuits on the' respective locomotives are adaptedto'vbemaintained inactive when the locomotives are a predetermined distanceapart and the signaling apparatus and brake mechanisms caused to beoperated by the appreach of two similarly equipped locomo-A tives.

6. In an electric signal for railways, a normally closed circuit,including a signaling apparatus and a brake mechanism, carried by eachlocomotive, and a regulator in eluded in sa'id circuit forcontrollingthe amount of current to said signaling apparatus and brakemechanism, combined with a conductor arranged along the track, a contactcarried by Vand connected in branch `with the-,circuits ofAeach'locornotive` for en- I gaging the conductor; to include saidconion in Leners Patent No. 935,892.

[SEAL 1 Cor'rect locomotive,

active when 'the locomotives are a predetermined distance apart and thesignaling apparatus and brake mechanisms caused to be operated by theapproach of two similarly 'equipped locomotives.

7. In an electric signal for railways, a normally closed circuit,including a signaling apparatus provided with an electroinagnet havingits `coils of a predetermined resistance and a brake mechanism providedwith an .electromagnet having its coils of a higher resistance than thecoils' of the signaling apparatus, carried [by each combined .with aconductor arranged along the track, a contact carried vby and connectedin branch with the circuits of each locomotive and adapted to engage theconductor to include, said conductor in a' branch circuit betweenadjacent locomotives, and ground connections for the circuits of eachlocomotive' to complete said branch circuit, whereby the y.signalingapparatus and brake mechanisms and their normally closed circuits ontherespective locomotives are adapted to be maintained inactive when thelocomotives are a predetermined distance apart andthe signalingapparatus and brake mechanisms caused to be operated one after theother, respectively, as two similarly equipped locomotives apvproach oneanother.

In testimony Vwhereof I., have hereunto set my hand this 18th day ofNovember A. D. 190?.

AUGUSTUSy c. CAREY l/Vitnesses Tiroimxs BAXTER, EDwiN C. BAILEY.

Signed andY sealed this 26th day ot' October, A. D., i909. r

C. C. BILLINGS,

Acting 00m mission e7'y of Patents.

rIt is hereby certified thatv in Letters Patent No. l35,89, granted`October 5, 1909, upon theapplication vor Augustus C. Carey, of Boston,Massachusetts, for an improvement in r Electric Signals for Railways, aneiror appears in the printed specification requiring correction, asfollows: Page 3, line 32, the Word definitely should read dlnz'ceg; andthat they said Letters Patent should be read with this correo-tionvtherein that thesauie may conform to the record of the case in thePatent hined with a conductor arranged along the track, a contactcarried by and connected in branch with the circuits of each locomotivefor engaging Vthe conductor to include said conductor in a branchcircuit between adjacent locomotives, and ground connections for thecircuits of each locomotive to complete said branch clrcuit, whereby thesignaling apparatus and their normally closed circuits on the respectivelocomotives may be' set to be inactive when the locomotives are apredetermined distance apart and caused to be operated byan increase ofcurrent in said circuits upon the approach of twosimilarly equippedlocomotives.

5. ln an velectric signal for railways, a

normally closed circuit, including a signaling apparatus'and al brakemechanism, carriedA by each locomotive, combined with a conductorarranged along the track, a contact carried by and connected in branchwith the circuits of each locomotive for engaging the conductor toinclude said yconductoryin a branch circuit between adjacentlocomotives, and ground connections for the circuits ot' each'locomotiveto complete said branch circuit, whereby the signaling apparatus andbrake mechanisms and ,their normally closed circuits on the' respectivelocomotives are adaptedto'vbe maintained inactive when the locomotivesare a predetermined distance apart and the signaling apparatus and brakemechanisms caused to be operated by the appreach of two similarlyequipped locomo-A tives.

6. In an electric signal for railways, a normally closed circuit,including a signaling apparatus and a brake mechanism, carried by eachlocomotive, and a regulator in eluded in said circuit for controllingtheamount of current to said signaling apparatus and brake mechanism,combined with a conductor arranged along the track, a contact carried byVand connected in branch `with the-,circuits of Aeach'locon'iotive` foren- I gaging the conductorl to include said con- Otlice.

l l I i l l .I

i [SEAL 1 i,

conectan in Leners Patent No. 935

' locomotive,

active when 'the locomotives are a predetermined distance apart and thesignaling apparatus and brake mechanisms caused to be operated by theapproach of two similarly 'equipped locomotives.

7. In an electric signal for railways, a normally closed circuit,including a signaling apparatus provided with an electromagnet havingits `coils of a predetermined resistance and a brake mechanism providedwith an .electromagnet having its coils of a higher resistance than thecoils' of the signaling apparatus, carried [by each combined .with aconductor arranged along the track, a contact carried vby and connectedin branch with the circuits of each locomotive and adapted to engage theconductor to include, said conductor in a' branch circuit, betweenadjacent locomotives, and ground connections for the circuits of eachlocomotive' to complete said branch circuit, whereby the y.signalingapparatus and brake mechanisms and their normally closed circuits ontherespective locomotives are adapted to be maintained inactive when thelocomotives are a predetermined distance apart andthe signalingapparatus and brake mechanisms caused to be operated one after theother, respectively, as two similarly equipped locomotives apvproach oneanother.

In testimony Vwhereof I., have hereunto set my hand this 18th day ofNovember A. D. 190?.

AUGUSTUSy c. CAREY l/Vitnesses TEoMAs BAXTER, EDWIN C. BAILEY.

Signed andY sealed this 26th day ot' October, A. D., 1909. r

C. C. BILLINGS,

Acting 00m mission e7'y of Patents.

[Il rIt is hereby certified thatv in Letters Patent No. l35,89, granted'`October 5, 1909, upon theapplication vor Augustus C. Carey, of Boston,Massachusetts, for an improvement in r Electric Signals for Railways, anerror appears in the printed specification requiring correction, asfollows: Page 3, line 32, the Word definitely should read dlnz'ceg; andthat they said Letters Patent should be read with this correo-tionvtherein that thesame may conform to the record of the case in the PatentIt is hereby rertitied that; in Letters Patent No. 935,52*:3 grantedOctober 5. 1909.

upmr the application f Augustus C. Carey. of Boston, Massachusetts, foran r improvement in Electric Signals for Railways, an error appears inthe printed n Letters Patent No. 9

Correction specification requiring correction, as follows: Page 3, line32, the word definitely should read d/'m'tzeely; and that the saidLetters Patent should be read with .this

Signed and eealed this 26th dal)v of October, A. D., 1909.

[smul (I. C. BILLINGS,

Acting Comm winner gf Patents.

